E-70 BRAKE

SYSTEM OF3-
PHASE
LOCOMOTIVE
/// FEATURES OF E-70 BRAKE SYSTEM
 Electronically controlled Brake Pipe pressure monitoring.
 Pipe less driver’s automatic brake valves (DBC) simplifying the cab layout.
 Only emergency control pipe is connected at DBC.
 Automatic isolation of in-operative cab.
 Automatic low pressure overcharge (LPO).
 Automatic Restricted Brake Pipe charging in RUN position.
 Electronically controlled dynamic brake blending. Actually substitution method is
adopted when dynamic brake trips.
 FP charging through a high capacity transmission valve at which the FP pressure can
be increased or decreased.
 Automatic anti-skid braking for poor rail adhesion conditions.
 Auxiliary flange lubrication equipment.
/// FEATURES OF E-70 BRAKE SYSTEM
 Wheel sanding in addition to automatic anti-skid braking.
 Pantograph selector switch on panel controlling the pantograph equipment manifold to
select the desired pantograph.
 UIC type break-in-two protection between locos in MU service.
 Retention of MR pressure at a safe level in case of parting between locos in MU service
through duplex check valve
 All EP valves are surge protected and also against reverse polarity in a suppression box.
 Pneumatic parking brake application and release feature through a latched solenoid
valve with manual push knobs.
 Built-in vigilance control unit.
 Venturi type air flow measuring and indication system.
/// FEATURES OF E-70 BRAKE SYSTEM
 Latched isolating cocks with micro-switches for BP cut-off and Vigilance cut-off.
 Only direct brake is equalized in trailing locos.
 Different BC pressures in automatic and independent brake.
 Panel mounting facilitates feature-wise grouping of valves for quick response.
 Dead engine hauling possible either in MU formation or as a part of the trailing stock
through the towing cock
 Control for compressor unloading and auto draining of reservoirs is provided on the
panel itself.
 All EP valves are surge protected and also against reverse polarity in a suppression box.
 Pneumatic parking brake application and release feature through a latched solenoid
valve with manual push knobs.
/// FEATURES OF E-70 BRAKE SYSTEM
The system is common for both WAP7,WAG9 and WAP5 but for the brake cylinder pressure & timings, MR
capacities & bogie brake equipment.
WAP7 LOCO:
Max. BC pressure in Auto Brake : 2.5 ± 0.1 Kg/cm²
Max. BC pressure in Direct Brake : 3.5 ± 0.1 Kg/cm²
Application Time in Auto Brake : 6 to 9 Seconds
Release Time in Auto Brake : 15 to 20 Seconds
WAG9 LOCO:
Max. BC pressure in Auto Brake : 2.5 ± 0.1 Kg/cm²
Max. BC pressure in Direct Brake : 3.5 ± 0.1 Kg/cm²
Application Time in Auto Brake : 18 to 24 Seconds
Release Time in Auto Brake : 45 to 60 Seconds
WAP5 LOCO:
Max. BC pressure in Auto Brake : 5.05 ± 0.1 Kg/cm²
Max. BC pressure in Direct Brake : 5.05 ± 0.1 Kg/cm² 3 to
Application Time in Auto Brake : 5 Seconds 15 to 20
Release Time in Auto Brake : Seconds
/// AUXILIARY COMPRESSOR AIR CIRCUIT
/// AUXILIARY COMPRESSOR AIR CIRCUIT
 Before the supply from OHE is taken, the battery operated auxiliary compressor (also known
as Baby compressor) is switched ON to charge compressed air into the panto circuit.
 This pressure charges through centrifugal strainer and check valve into the panto equipment
manifold.
 Rubber seated check valve 24 prevents MR air to charge into the auxiliary compressor.
 Rubber seated check valve 25 prevents the auxiliary compressor charging the MR before the
supply to the OHE is taken.
 Safety valve set at 8.5 kg/cm2 to blow excess pressure build up in auxiliary compressor
circuit.
 Isolating cocks 38 and 8 are venting type in the panto equipment manifold for maintenance
purposes to remove either the panto EP valve or the pantograph pressure switch when MR
pressure is still charged into the panel.
 In this condition, MR pressure charges into pantograph to raise
 Pressure switch 9 in the corresponding panto circuit set at 4.5 and 5.5 kg/cm 2 provides
signals to Loco Electronics on the status.
 Once OHE is available, the auxiliary compressor is switched off and the main compressors
switched ON
/// TYPES OF BRAKES USED IN 3 PH. LOCOMOTIVES

• Direct Brake (DBV/SA9)

• Automatic Brake (DBC/A9)
• Emergency Brake
• Regenerative Brake
• Blending Brake
• Parking Brake
• Anti-spin Brake
/// DIRECT BRAKE CIRCUIT (DBV/SA-9)
/// DIRECT BRAKE CIRCUIT (DBV/SA-9)
• EP 115 (31) & EP 115 (32) are provided on direct brake manifold of
pneumatic panel.
• As the cab is selected, e.g. if cab-1 is energized then EP115 (31) will be
energized, causing to flow of air for DBV of cab-1 to flow through EP 115
value (32) and to control port of D2 direct, to initiate Brake Cylinder
pressure.
• EP115 is energized to close type. If none of the cab is selected and
electronics is ON self hold mode (OFF state) then both the EP-115 are
energized
• Max. BC pressure in Direct Brake : 3.5 ±0.1 Kg/cm²
 /// BP CHARGING CIRCUIT
Isolate EP valve

Pressure
regulator
Application
EP valve
Release
EP valve

Full Bore
EP valve

The E-70 control unit is the heart of E-70 brake rack. It

has four ports connected to MR, BP, CR and exhaust. It
Run EP valve
contains a pressure regulating valve, a transmission valve, a
pressure to voltage transducer and six EP valves. These EP
valves receives signals from control card depending on the
leading DBC positions and control reservoir pressure in
Pressure order to control BP pressure.
Low pressure
overcharge EP valve
transducer
The control card receives the voltage signal from the
operating DBC and compares it with the signal voltage
from the transducer in the control reservoir.
/// BLOCK DIAGRAM OF E-70 CONTROL UNIT
/// BP CHARGING CIRCUIT
• E70 control unit is a valve is responsible for charging & discharging pressure of
brake pipe. There are six nos. of EP valve mounted on E70 control unit. i.e. EP
valve no. 15, 16, 17, 18, 19 & 36.
• As per handle position of DBC (A-9) release, run, initial application, full service,
emergency, and natural. Voltage signal given to brake electronic.
Working of EP 36 (ISOLATE EP VALVE)
• EP-36 is normally de-energized when any one of the cab is selected and when
central electronics is ON.
• When both cabs are in OFF position, this EP-36 valve is energized, which closes
the path of E-70 BP charging system and brake pipe.
• This valve is also energized when ZBAN switch is ON which is provided on
drivers panel.
• This is used when loco is in multiple operation as well as in banking operation.
 /// BP CHARGING CIRCUIT
Working of EP 15 (FULL BORE EP VALVE)
• This valve is normally in de-energized condition
• When EP No.15 is energized and it allows to charge BP pipe at faster
rate.
• Working of EP 16 (RELESE EP VALVE)
• This valve is normally in de-energized condition.
• When DBC handle moves to release position, it gets energized and it
charges control reservoir up to 5.6Kg/cm2. and always maintain the
BP pressure according to brake handle position.
Working of EP 17 (APPLICATION EP VALVE)
• This valve is normally in energized condition.
• When DBC handle moves to application position, it gets de-
energized and it vents control reservoir of E70 valve accordingly.
/// BP CHARGING CIRCUIT
Working of EP 18 (LPO EP VALVE)
• This valve is normally in energized condition.
• It energizes when the A9 brake handle moves from release to run position
and vents pressure of control reservoir at slow rate.

Working of EP 19 (RUN EP VALVE)

• This valve is normally in energized condition.
• It allows BP charging.
 /// DBC (A-9) BRAKE CIRCUIT

Handle Position Min Max BP Pressure in kg/cm2 BC Pressure in kg/cm2

Release 1. 065 V 1 .3 25 V 5.4+/-.005 0
Run 2. 87 V 3.13 V 5 ± 0.05 0
Initial Application 4.665 V 4 .92 5 V 4.60 ± 0.05 0.4 ± 0.1
Full Service 11.565 V 11.825 V 3.35 ± 0.10 2.5
Emergency 13.415 V 13.675 V 0 2.5
Neutral 15.00 V 15.00 V 0 2.5
/// DBC (A-9) BRAKE CIRCUIT
/// DBC (A-9) BRAKE CIRCUIT
/// AUTO (DBC/A-9) BRAKE MANIFOLD
/// AUTO (DBC/A-9) BRAKE MANIFOLD

• MR/AR is received to distribute pressure for Auxiliary reservoir and one

port is BP sensing port.
• As per BP starts dropping, C3W distributor valve allows pressure
(proportionate to reduction in BP pressure) to control port of relay valve
D2 relay valve via Double check valve (54), EP No.52.
 /// AUTO (DBC/A-9) BRAKE MANIFOLD

• D2 relay valve allows MR pressure to brake cylinder by reducing up to

control pressure and brake gets applied.
• EP No.52 which is normally in de-energized condition when loco is running
on traction mode and allows control port of relay valve D2 relay valve via
Double check valve (54 ).
• when loco is in regeneration or braking mode then EP52 energizes and does
not allow control port of relay valve D2 relay valve via Double check valve
(54 ).
/// EMERGENCY BRAKING

An emergency brake operation can be initiated by:

1. Response from vigilance control module
2. Permitted speed being exceeded
3. Moving of driver’s automatic brake handle in emergency position(A9
brake)
4. Actuation of emergency brake cock on assistant driver’s side
5. Actuation of the emergency push button on the panel A
6. Failure of brake electronic brake control system
7. Train parting
/// REGENERATIVE BRAKING
 /// REGENERATIVE BRAKING

• This is an electrical braking system in which brakes are applied on loco

without physical application or brake block failure. When throttle is put
to BE side, traction motor work as generator and generates 3-phase, AC
supply which is converted into DC supply by drive converter and fed to line
Converter through DC link.

• In line converter this DC supply is again converted into single phase/AC

supply in such a way that it induces supply equal to line voltage in
main transformer through converter, which later is fed to OHE through VCB
and pantograph.
/// BLENDING BRAKE
 /// BLENDING BRAKE
➢EBC / Blending unit has two. EP valves EP12 and EP13.
➢ In case of failure of regenerative braking or tripping of OHE, this valve applies
brakes to loco.

➢The brake cylinder pressure is decided by the software according to braking effort
demanded by the driver by throttle.
➢When regeneration-braking fails due to tripping of OHE etc. Both EP valves EP 13
(BP fill) & EP 12 (BP empty) gets energized. EP 13 allows Pre set reduced MR
pressure (set at 2.5 kg/cm2) to go in Brake cylinder. This pressure is converted to its
electrical equivalent by transducer. This signal is feed to blender card.
➢The blender card monitors braking effort from throttle and BC pressure. As braking
effort demand is lowered because of speed reduction, once again BC is vented by de-
energizing EP No.12. Likewise, BC is vented as per speed reduction. When blending
brake demand is zero EP No.13 will also extinguished.
 /// PARKING BRAKE

• Instead of hand brake ,parking brake is used in 3 phase locomotive.

/// PARKING BRAKE
• Total 04 no's TBU’s are providing with parking brake system on a loco. As the
name indicate, it is required to apply when loco in stand still.
• The feature is such that when there is no pressure in loco, the spring force of
parking unit gives brake force on wheel. MR pr. is regulated at 6.0 kg is
regulator and via latched solenoid valve this pressure is fed to parking cylinder
of TBU unit. When latched solenoid coil apply is energized, then pressure is
vented from latched solenoid valve & parking brake are applied.
• Parking brake applied on wheel no.2,6,7,11 in WAG-9
• Parking brake can be isolated by solenoid valve.
/// ANTISPIN BRAKE

Now days Anti-spin brake & parking brake are

dummied.
/// ANTISPIN BRAKE
 /// ANTISPIN BRAKE
• The function of this valve is to apply brake (0.6 to 0.8 kg/cm2 BC pr.) in
case of wheel slipping.
• In case when adhesion (friction) between wheel and track is less on
sleepy track and due to this, the RPM of wheel is increased then to
maintain same RPM of all wheels and to reduce power loss, slight brakes
are applied to the concerned bogie.
• As soon as, slip is controlled, brakes are released.
• The whole process is controlled by loco electronics
/// ISOLATING COCK POSITION ON PNEUMATIC PANEL